Improvement in hoisting-machines



vZShees--Sheet 1. N. P. UTIS. f HUNTING-MACHINE.

Patrented July 10.1877..

In un.

,z Sheets-sh n 2, N. nous. ee HoIsTING-L/IAGIH'JVNE.y

No. 193,027. Patented Ju`1y1o,1s77.

lllllllllllllll N, PETERS. PHOTO-LITMQGRAPHER. WASHINGTON, D C.

UNITED STATES PATENT NORTON P. OTIS, OF YONKERS, NEW YORK.

IMPROVEMENT IN HOISTING-IVIACHINES.

Speoilcation forming part of Letters Patent No. 193,027, dated July 10, 1877 application led May 25, 1877.

To all 'whom it may concern:

Be it` known that I, NORTON P. OTIs, of Yonkers, in the county of Westchester and Statelof New York, have invented certain `new and useful` Improvements in Hoisting- Machines, of which the following is a description, reference being vhad to the accompanyy vantageous connection of the piston of the engine, the piston of the retarder, and the frame which carries the movable pulleys of the tackle-motion. l

The invention also consists in a certain combination of' a`1luid-governor with a' fluid-retarder, and a valve for controlling the motion of the engine, whereby the latter is automatically made to work expansively in accordance with the load.

The invention likewise consists in a certain combination, of a check-valve for controlling the descent of the load with a fluid-retarder, the hand-rope by` which the motion of the engine is regulated, and means for actuating said check-valve by the same motion of the hand-ropethat actuates the engine-valve, and in proper relation with the latter.

Further,the invention consists in a certain combination, with the duid-retarder, of certain duid-controllin g check-valves, and a duid governor applied tothe retarder, whereby avery ecient action is obtained.

In the accompanying drawing, Figure l represents aside elevation of a goods or passenger elevator having my invention applied, and Fig. 2 is a rear-end view or elevation of the same. Fig. 3 is a vertical section of aretard- 4ing water-cylinder with attached governor and valves, for regulating the flow of the water .to and through the retarder. `Fig-4 represents asectional elevation of the engine-cylinder and the retarder-cylinder, also showing the pistons which `work in Jsaid cylinders, and

the connections between said pistons, and between the engine-piston and the yoke or frame which carries the movable pulleys of the tackle-motion, by which movement is communicated to the cage or car of the hoisting apparatus. y Fig. 5 is a transverse section on the line w m.

Ais the cage or car, arranged to work up and down between uprights or guides B,` by means of a tackle-motion controlled by the engine, and which is here represented by a set of movable pulleys, (l, Xed pulleys D E, and ropes or chains G, but which tackle-motion may be indefinitely extended to give any desired increased movement to the cage or car over and above, or as compared with that of the movable pulleys. Such tackle-motion need not necessarily diter from other tacklemotions employed for a like purpose.

H is the cylinder Yof the hoisting-engine, and I its piston. K is the cylinder of the water-retarder, mounted on the engine-cylinder, or otherwise immovably supported above it, in the same axial line as the engine-cylinder, and J is the piston ot' said water-cylinder. A central rod, b, serves to connect the two pistons l and J, the up and down movements of which are here supposed to be simultaneously inthe same direction as those of the car or cage A.

L is a yoke or frame which carries the movable pulleys C, and which is connected with the engine-piston I by opposite side rods c, arranged to pass out through the top of the engine-cylinder. y

This system of connections between the piston of the retarder, the frame which carries the movable pulleys, and the engine-piston forms a stable and centering arrangement as regards said pistons and pulley-frame, which relieves them of lateral strain or tendency to cant ortip to either side.

M is a starting, stopping, aud reversing valve for controlling the motion ofthe enginepiston. Said valve may be similar to those commonly in use for a like purpose, and lbe arranged so that when its operating-lever d occupies a horizontal or intermediate position, the `motion of the engine is arrested,` and, accordingly as said lever is thrown toopposite sides of said position, the engine is runin opposite directions.

Said valve, which is both an induction and eduction one, also operates as a cut-off to work the steammore or less expansively'in the engine-cylinder, and it need not ne 3e s s aV rily be constructed to admit steam to both sides of the `engine-piston, lnasmuch as the weight of the car may be sufficient to ei'e'ct the descent of the latter.

The water-retarderthe object lot`which is to check or control the motion of the car or cage A, has its cylinder K connected at itsupper end, by a pipe, c, with a cylinder or chamber, f, which contains an upper checkvalve, g, that closes. or, rather, partially closes, upward. Above this valve the chamber f is connected, by a branch, h, with a water-reservoir, O, which may be connected above with the service-pipe of a building; or said chamber f may be connected directly with the service-pipe, as shown in Fig. 3. A pipe, t', extend-in g downward, establishes a free water communication between the upper end-of the retard er-cylinder or branch h, connected therewith, and the bottom of said cylinder, subject to the control of a lower check-valve, k, in a cylinder or chamber, l, which is arranged to connect with the bottom of the retarder- Vcylinder K.

The object of the reservoir O or servicepipe connection with the branch h is not simply to supply the cylinder K with Water, butl to keep up any deficiency within said cylinder consequent-upon leakage, and to compensate for the diiierent capacities of such cylin-` der above and below its pistonl consequent on the uspace, occupied by the rod b on one side ofthe piston J.

By constructing the valve g so that it does lnot close perfectly tight, or perforating it,

which is the same thing in eect, a comparaltively free passage is established for the water to the top of the cylinder K during the descent of the retarder-piston, or when said piston is at rest; but a much more closelyregulated or comparatively-restricted ow isv obtained for said water in its passage out of the upper end of said cylinder to the bottom end thereof by the pipe c', during the ascent of theretarder-piston and lifting of the load. This insures the proper action during the .raising of the load of a weighted or otherwise cylinder' K, between the latter and the upper 'check-valve g. This governor N serves to automatically control the main or steam valve 'M, to cause it to cut off sooner or later, or

more or less, in the engine-stroke, according to the resistance of the load, and so-to work the steam more or less expansively, thereby obviating the necessity of using a full boilerpressure when lifting light loads. ThisV is effected by the varying pressure of the water in the retarder cylinder on the piston of the governor, according to the load, and to this end the weighted lever m of the governor is connected, by a rod, n, with thelever d ofthe main: valve.

The lower check-valve la is free to open to admit of the water-passing from the upper to the lower end of the retarder-cylinder, when A-the piston J of the latter is making its ascent and the load is being raised; but said valve is closed by the pressure of the water above it on any attempt of the piston of the retarder to run back, thus holding the load at its lift, and preventing it from slipping or running back. To lower the load and run theretarderpiston down or back, said valve k requires to be opened, when the water will befree to pass said valve and upper check-valve-g to the upper end' of the retarder-cylinder. This lower check-valve 7c is opened or operated,l to provide ,for the descent of the load, by the same movement of the hand-rope R' which controls the starting, stopping, or reversing-of the engine from different heights or positions in the up-and-down travel of the car, as that which provides for the descent of theA car by the movementof the valve-lever d; but such opening ofthe check-valve It is not eected till said valve-lever has been shifted toclose the admission of steam to -the engine-cylinder to further lift the load and to open the valve to the exhaust. This timely operation of the check-valve la lrelatively to the main orengine valve, by the hand-ropes R, may be effected either through the valve-lever d, or otherwise; but it will be found expedient to adopt a direct action of the valve-leverl d for the purpose-such, for instance, as shown in the drawing, in which the valve-leverv d, that may be operated by a rack and pinionv through the hand-rope R, is free to `play at its outer end up and down within a slotted portionn, 4of a rod, s, attached to a lever, u, by which the check-valve his opened. When, or-immediately after, the main valve-lever d has been adjusted into positionto shut off steam from that side of the engine-piston to which pressure is applied to lift the load, and the valve has been opened to exhaust the lifting body of steam, the same movement of said lever,

' which here is a downward one, causes the lever to bear down upon the closed lower en d of the slotted portion r of the rod s, and thereby to open the cheek-valve k.

Although the engine, the movable pulleyframe operated by it, and the retarder are here shown and described as occupying an upright position, it will be more convenient in many or most cases to arrange -them horizontally. Such change of position, however, in no wise changes the novel features and special or general operations of the invention.

I claim,-

1. The combination, with the engine-cylinder andan outside retarder, of a central rod passing through the end of the engine-cylinder,

and directly connecting the engine piston with the retarder-piston, the frame which carries the movable pulleys of the tackle device, and independent side rods directly connecting the engine-piston with said pulley-frame, substantially as specified.

2. The combination, in a hoisting apparatus, with the raising and lowering car or cage of said apparatus, a Huid-retarder for controlling the-.motion of said car or cage, and a main valve for controlling the motion of the hoisting-engine, of a Huid-governor controlled by said retarder, and serving to control the main or supply valve of the engine, essentially as herein described.

the pipe i, and the close check-valve k, essentially as and for the purpose herein set forth;f

NORTON P. OTIS. Witnesses 4 MICHAEL RYAN,

Y FRED. HAYNEs. 

